Gravedigger

Toro, I know just what you mean. Here in Atlanta, unless you are Delta, don't call. "N12345 declaring an emergency" ATC: "N12345 Standby, Delta 123 say request" It's hard to get a call in Class B. I've flown several approaches where I was told no need to acknowledge further calls.

Aint true. CRM baby, use all availible resources. ATC is one hell of a resource. From what I've heard, the tweets aren't equipped with radar, like ATC.

Any pilots out there drivin a lifted pick-up?

I went and picked up a new 172 out in Independence, Kansas from the factory and you have to work there for a year our two to be eligible for the flight training. The will allot like 5,000 for your private and give you very cheap rates after that. Problem is, they're firing, not hiring. Oh well.

PMU- Power Management Unit

I do know that there are plenty of places claiming the $4000 PPL, but most are really just training for a checkride. A lot of them also have pre-requisites that they fail to mention in their brochures. I'm not saying that all of them are bad, but anyone saying all the way through for $4500 or cheaper is probably cutting corners in some areas that might really hurt you. Clemsonboy, good on ya for finishing so quickly, but there are VERY few places that have planes, instructors, and materials for that cheap. [ 16. May 2004, 22:18: Message edited by: c17wannabe ]

The Southeast is typically more expensive. With the exception of rating factories. Expect to pay around 5,500-6,000 and that is if you finish with around 45-50 hours. I know it sucks, but there aren't many options.

I hear a lot of talk about military traffic patterns with fixes and all kinds of stuff. What does a military traffic pattern actually consist of? Is a VFR pattern more like an approach or is it just a general procedure?

I agree with Chuck that GPS should be icing on your instrument training cake. I did all of my training without a GPS to learn how to fly instruments and then was taught ok if you have use it. A garmin 430 can make you almost completely dependant on it if you don't force yourself to use other instruments. All to often people fly soley by their GPS and lose RAIM and are SOL. Just my opininion. Thanks for all of the info guys.

I was looking at the cockpits of the T-6 and T-37 and noticed that the T-6 has an HSI and no ADF, and the T-37 has an ADF but no advanced avionics. What kinds of approaches do they teach in each of the planes? How do you teach GPS approaches and things like that in the T-37? Do you just fly NDB approaches on the GPS in the T-6?

I didn't know there were Extras with two seats, thats awesome. I'd like to go some some aerobatics Patty Wagstaff style.

Those accelerated schools usually have a ton of fine print. Most of the two week schools require like 45 hours PIC X-C and 40 Sim. or actual instrument. They are only to finish up your rating not to start from scratch. It's physically impossible to fulfill the requirements in two weeks starting from scratch. They also teach you how to pass a checkride, not fly safely. I flew safety pilot for one of these two week wonders, and I basically talked him through every approach.

The autopilot doesn't need much sleep. I also heard there was coffee pot on board. Isn't it rated to like 9 Gs or something.

That reminds me of a good but old joke, for all of you who haven't heard it here goes: An F-16 Pilot requests priority for landing due to mechanical issues. ATC says unable due to a B-52 on approach with an engine out. The F-16 pilot replies "oh darn, you gotta be careful with those 7 engine approaches."

I obviously used the wrong phraseology in my initial post. By slang, i meant exactly what all of you agree is practicle. Short, concise, but informative replies. Using "three balls" or "k-view" "x-box" and all that stuff is just confusing. I concede that proper com procedures are important but I wasn't incorrect with my statement that word-for-word readbacks can cause problems for everyone. When you make a short readback with the correct information it also shows that you comprehend the message enough to simplify it.

C-21 Pilot. Atlanta is very congested and I know you already know that. I am not referring to calling the transponder the X-BOX or using non aviation related terms in your message, I am referring to exactly what you said you use, abbreviated readbacks. On climb out and told to contact departure. Correctly, "Atlanta Departure, N15555 is Just off of the McCollum Airport. Currently climbing through one thousand three hundred feet for three thousand feet." While that is correct you would have gotten out maybe the first line.

Darn, I like slang. It helps me feel like a corporate pilot. Oh well, what the AF says, gos. Did you start this website Baseops? If so, I appreciate it. Five stars for you and keep kickin a**.

I am just curious on what the AF considers to be appropiate radio coms. When I file, I use abbreviated readbacks i.e. N11111 with you 1.1 for 3. And stuff like that. Just curious about what com. procedures you use in the AF.

On average, when do pilots stop flying and end up behind a desk? Can you avoid this outcome by getting a C-37 or similar job?

No matter what happens, I want to end up in the C-17. I guess I'll just see what happens when I get to that point. Thanks for all the input.

I am amzed that you managed to answer every question I had! Thanks for the info, now I'm even more interested in flying the C-21.

I have become really interested in C-21s lately. I was ondering if anyone could give me a quick view of their mission, locations, etc. I was also curious if the C-21 is the same as a Lear 35, they look the same anyway.

"Glider time and a quarter will make you a collect call." Just remember that.

When I first started flying, I got airsick on my first few flights. I have two ratings and 150 hours since, but I'm worried about getting sick during military training. How can I prepare and what type of aerobatics can I expect? (this is if i even get a slot).

AF gets new BDU's, if you can call them that.